Cessna 320 accident near Mesa, Arizona, April 17, 1993
On April 17, 1993 at about 7:35 pm local time, a Cessna 320, registered N5711X, was substantially damaged in an accident near Mesa, Arizona (Mesa Falcon Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the separation of the steering spring from the steering yoke assembly due to inadequate installation. A factor in the accident was inadequate maintenance on the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 1993 · about 7:35 pm local time
- Place
- Mesa, Arizona · Mesa Falcon Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 320 · all 320s on the register
- Registration
- N5711X · no longer on the register · serial 320-0011
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE APPROACHING HIS ORIGINAL DESTINATION THE PILOT LOWERED THE LANDING GEAR AND IMMEDIATELY EXPERIENCED A JAMMED RUDDER CONTROL SYSTEM. THE PILOT SAID THAT RETRACTING THE LANDING GEAR RESOLVED THE CONTROL PROBLEM. THE PILOT ELECTED TO RETURN TO MESA WHERE CRASH FIRE RESCUE EQUIPMENT WAS AVAILABLE. WHILE ORBITING THE AIRPORT ANOTHER AIRCRAFT CONFIRMED THAT THE NOSE LANDING GEAR WAS COCKED ABOUT 90 DEGREES TO THE RIGHT. THE PILOT DECLARED AN EMERGENCY AND LANDED. AS THE NOSE WHEEL TOUCHED THE RUNWAY THE AIRCRAFT GROUND LOOPED TO THE RIGHT, COLLAPSING THE NOSE AND RIGHT MAIN LANDING GEAR. THE AIRCRAFT WAS EXAMINED BY AN FAA AIRFRAME AND POWER PLANT MECHANIC. ACCORDING TO HIS REPORT, THE RIGHT HAND STEERING SPRING WAS FOUND SEPARATED FROM THE STEERING YOKE. THE PIN, WASHER AND COTTER PIN WHICH ATTACH THE STEERING SPRING TO THE YOKE ASSEMBLY WAS NOT LOCATED. ACCORDING TO THE MAINTENANCE RECORDS, THE NOSE LANDING GEAR ASSEMBLY WAS REPLACED IN OCTOBER 1991, ABOUT 200 FLIGHT HOURS PRIOR TO THE ACCIDENT.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,230 hours in all; 496 in this make and model; 68 in the last 90 days; 32 in the last 30 days; 1,890 as pilot in command; 163 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,150 hours
- Last inspection: annual inspection, December 1, 1992; 53 hours since
- Maximum gross weight: 4,990 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-470B (piston); 0 hours total
The flight
- Destination: E69 Payson AZ
- Flight plan: none
- Runway 4R, 5,100 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.